Railway-traffic-controlling apparatus.



F. L. DODGSON. I RAILWAY TRAFFIC CONTROLLING APPAR ATUS.

Patented Dec. 19,1911.

APPLIGATION rinnn MAR.12, 1903.

2 SHEETS-SHEET 1.

WITNE A0 COLUMBIA PLANOGRAPH C0.,WASHINGTON. D. c.

\A/ITNEESES A9 P. L. DODGSON. RAILWAY TRAFFIC CONTROLLING APPARATUS.

1,012,064. APPLICATION FILED MAR. 12, 1903. Patented Dec.

2 SHEETS-SHEET 2.

A INVENTUR= COLUMBIA PLANOGRAPH 10., WASHINGTON. D. C.

UNITED STATES PATENT OFFICE.

FRANK L. DODGSON, OF ROCHESTER, NEW YORK, ASSIGNOR, BY MESNE ASSIGNMENTS, TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORlPORATIO'N OF NEW YORK.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Specification of Letters Patent.

Patented Dec. 19, 1911.

Application filed March 12, 1903. Serial No. 147,542.

tochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Railway- Trattic-Controlling Apparatus, of which the following is a specification.

This invention relates to railway switch and signaling apparatus, and consists in the mechanisms and circuits hereinafter described and claimed. Its object is to provide an efficient switch and signaling apparatus;

also to provide means whereby the accidental crossing of wires in said circuits by wires arrying electrical currents will not have dangerous effects.

In the drawings :Figure 1 is a diagrammatic view of this invention as applied to a switch mechanism and also as applied to a semaphore mechanism; Fig. 2 is an elevation, partly in section of an electro-pneumatic valve suitable for use in connection with this invention. Fig. 3 is a diagrammatic view of a semaphore adapted to be operated by electrical power; and Fig. 4 is a vertical section of a portion of the switch motor and certain of its adjuncts.

In the drawings, 1 is a portion of a railway track, and 2 is a railway trafiic-control ling device such as a switch therein; This switch is shifted by a bar or bridle 3 carrying a pin or roller 4 running in a slot 5 in a motion plate 6, that is connected to and'operated by the connecting rod 7 from the pis ton S of the motor cylinder 9. The motor cylinder 9 is connected at its ends with inlet conduits 10 and 11, controlled, respectively,-

by motor valves 12 and 13 in conduits 14; and 15 from a supply pipe 16 leading from a source 17 of fluid pressure supply. Another branch 18 from said source 17, leads to and through an indicator valve 19 controlling the inlet conduit 20 to an indicator or cylin der 21 having a piston 22.'ca11'rying a rod 23 having upon it a pin or roller which rests in a slot in the switch lever 25, which is a part of the motor controller for the switch. The slot has a horizontal middle portion 26 having stop faces at its ends and above the stop faces oppositely inclined and diverging slots 27 and 28. These motor valves are in the construction now described. electro pneumatic valves, whereby the valve is con trolled electrically and connects orcuts off i the fluid pressure supply of a fluid pressure motor and exhausts said motor. The combinat-ion of the motor and the electricallycontrolled valve or valves, is an electricallycontrolled motor, and, as hereinafter shown, such an electrically cont-rolled motor need not be a pneumatic motor. So, too, the indipiston constitute an electrically-controlled indicator. The lever has a second slot 29, consisting of a horizontal middle portion and two angularly arranged but parallel end portions, in which runs a pin or roller 30, on a tappet bar 31., of an interlocking board of any usual or suitable type. The lever 25 is also connected with electrical contact devices for making and breaking contacts, for controlling the operation of the motor valves 12, 13 and 19. The said contact makingdevices are embodied in the motor controller at the station and comprise first, means of making electrical circuits whereby a current is passed through the electrically controlled motor at the switch for producing reverse operation or normal operation of the switch, and second, means of making electrical circuits for the electrically controlled indicator at the station, for producing separate circuits for a reverse indicating operation or a normal indicating operation, showing the completed movements. of the switch. Both of these indicating operations are governed by an indicator controller at the switch through electrical contacts made and broken according to the position of the switch, in order that the currents shall flow to the electrically controlled indicator, only when the switch has taken its proper shifted position. Further'preparatory contacts are whereby the indicating circuits are completed as soon as the indicator controller at the motor has been shifted by or in consequence of the movement of the motor. F-urther, the normal indicating circuits and the reverse indicating circuits are controlled by electrical contact devices that are moved to make and to break circuits in correspondence with the existence of operating energy at the switch motor for effecting one or the other of the movements of the switch and the maintenance of such energy, if desired, for holding the switch or the indicator in the shifted position, and for preventing through the indicator a new setting of the cator valve and the indicator cylinder and made at the station in the indicating circuits 7 cult is closed by the bridge 49, and to per:

motor controller and motor, until said motor is free to move to its next position because the power that has been applied to move the motor has been cut off.

A battery 32, or other proper source of electricity, is connected with a positive common line wire 33, and a negative common line wire 34. The electri *al connections for indicating and for operating the switches and signals are connected with the positive common and negative common in parallel as will be described, so that each switch and signal is independent of every other switch and signal except as to the e'lfect of the interlocking board. Of course, a signal may, if desired. have auxiliary means of control determined directly by the position of a switch. The positive common is connected with the ground, as at so that by making a connection of the positive common to the ground at the switch or signal. the terminals through a motor or indicator may both be connected to the positive pole of the battery.

In the tower, the lever is connected with an operating contact making device, consisting of a bridge 36, adapted on one side to make contact wit-h either of four contact points 37, 38, 39 or 40, and on the other side with either of three contact points 41, 4:2, or 43. The contact point 42 is between the contact points 41 and 43 and is so long as to correspond with and to be adapted to be connected with either of the contact points 33 or 39 through the bridge 36. The contact point 41 is adapted to be connected with the contact point 37; and the contact point 43 adapted to be connected with the contact point 40. The contact points 41 and are connected together on one side of the device. and, on the other side,contacts 37 and 39 and the contacts 33 and 40 are connected. The lever 25 operates also indicator contact devices. A movable bridge 44 connects al.- ways with a contact strip 45 on one side, and on the other side with either of two contact strips 46 or 47. The bridge 44 is permanently fastened to the part that moves it and the same is the case with the bridge 36. This part for moving said bridges is a frame 48 connected to the lever 25. On one of the branches of this frame, or upon a part moving with either the bridge 44 or the bridge 36, is a third bridge 49, sliding upon a rod 50, between two stops 51 and 52. The bridge 49 is arranged to have such friction on its base that the rod 50 will move through it andv will not move the bridge except when in contact with one of the stops 51 or 52. The distance between the stops 51 and 52 is equal to a little more than one-third of the travel of the lever 25 or of the bridges 44 and 3G. and is sutlicient to permit the bridge 36, when moving toward the left, to pass the contact 38 before the operating cirmit the bridge 36, when moving toward the right, to pass the contact 39 before said operating circuit is closed. The bridge 49 is adapted to make and to break contact between two contact points 53 and 54, in the operating circuit including the contact point 42 above described; and the position of the stops is such that contact is made between the points 53 and 54, in two positions only (position 3"), while the bridge 36 connects the point 42 with, the point 39, at the time when the roller 24 is against the stop face at the right hand end of the slot 26, after said lever has been moved toward the left, and (position 2-") while the bridge 36 connects the point 42 with the point 38, at the time when the roller 24 is in the left hand end of the slot 26, after the lever 25 has been moved toward the right. The stops 51 and 52 move the bridge 49 off from the contact points 53 and 54, and break the operating circuit whenever the lever 25 is moved from either of its positions 2 and 3 just described toward the end of its stroke (positions 1 and 4"). The points 41 and 43 are connected by the wire 55, with the negative common, The pair of points 37 and 39 are connected by the reverse operating wire 57 through the reverse operating motor valve 12, with the negative common. The pair of points 38 and 40 are connected by the normal operating wire 56 through the normal operating motor valve 13 with the negative common. The positive common is connected by the operating common wire 58 with the point 42 through the contact points The contact strip 45 is connected by the wire 59 through the indicator motor valve 19 with the positive common. The contact point 46 is connected by the normal indicating wire 60 to contact devices at the switch; and the contact point 47 is connected to contact devices at the switch by the reverse indicating wire 61.

The motion plate 6 has a slot (32, having a middle portion in line with the stroke of the motion plate and two oppositely arranged diago-nal parallel end portions. In the slot 62 runs a pin or roller 63, on a shifting device 64, bearing a bridge 65 fixed upon it and a bridge 66 sliding upon it between two stops 67 and 68. The stops are so far apart that the shifting device may move through about half its path in either direction before moving the bridge 66. The bridge 65 is always in contact on one side with a contact strip 69, that is connected by a wire 70 with the negative common; and on the other side, is adapted to make a contact with either a contact point 71. in a branch 72 from the reverse indicating wire 61 or with a contact point 73 that is in a branch 74 from the normal. indicating wire 60. The slipping bridge 66, always makes contact on one side with a strip 75 connected. to the ground, and on the other side makes contact with either a contact point 7 6 to the reverse indicating wire 61 or with a contact point 77 connected to the normal indicating wire 60.

Automatic contact making devices are interposed in the branches 72 and 74 above mentioned for transmitting the indicating currents as follows: At opposite ends of the switch motor cylinder 9 (see Fig. 4) are conduits 78 and 79, leading from the interior of said cylinder to devices adapted to be operated by fluid pressure, such for instance as the pistons 80 and 81 in the casings or cylinders 82 and S2, and provided with stems 84 and 85 each carrying or actuating the movable part 86 or 87 of a contact breaker, which, with the corresponding stationary contact point 88 or 89, is inserted in the respective branches 72 and 74 above mentioned. In each casing or cylinder 82, 82 is a spring 90 tending to move the piston and stem 84in such direction as to break the contact. If the movable parts 86 and 87 are themselves springs, the springs 90 may be omitted.

The operation of this apparatus is as follows :The lever 25 may take four positions: 1, 2, 3 and 4, as indicated by dotted lines in Fig. 1, and the contact devices connected with said lever take corresponding positions indicated in like manner. 1 indicates the normal position of the valve and of the contact makers in which the parts are ready to be moved to set the switch to its reverse position. 3 is the reverse operating position for the switch, in which the roller 24 is in contact with the stop face at the right hand end of the slot 26, and in this position the mechanism is so set as to throw the switch to its reverse position, and to be ready to receive an indicating current showing that the switch has moved to its reverse position. 4 is the full reverse position, in which the roller 24 is at the upper end of the slot 28, and the parts are ready to move to set the switch to its normal position. 2 is the normal operating position, in which the roller 24 is against the stop face at the left hand end of the slot 26 and the mechanism is so set as to throw the switch to its normal position, and to be ready to receive an indicating current showing that the switchhas moved to its normal position. The parts of the mechanism being in the position 1 shown in Fig. 1, the switch is in its normal position and its next movement must be to the reverse position. The reverse operating wire 5'7 is connected to the negative common through the reverse operating magnet 12 and also through the contacts 37, 41, and the wire 55 with the negative common line at the station, thus connecting both terminals with the same pole (negative) of the source of ele ri a n gy. The indi at r m g t l the ground 35.

is connected at the station with th: positive common by the wire 59. In order to reverse the switch the lever is pulled, forcing roller 24 down the slot 27 and into the slot 26 until the stop face at the right hand end of said slot strikes said roller, whereupon the parts are brought to rest. In this position 3, the contacts 39 and 42, and 47, and and 54 are made and a current from the battery 32 now passes through positive common 33, the wire 58, the reverse operating wire 57, the reverse motor valve 12 and to the negative common 34, opening the valve 12 and connecting the conduit 10 with the supply 16 and introducing fluid pressure into the left hand end of the cylinder 9. The same pressure lifts the piston 80 and completes the circuit in the branch 72. There is no pressure in the right hand end of the cylinder and therefore the circuitin the branch 7 4 is open. The fluid pressure just described moves the motion plate 6 toward the right and pulls the switch to its reverse position, and disconnects the reverse indicating wire from the ground. At the last third of the stroke of the motion plate, the normal indicating wire is connected with the ground, through the contacts 77 and 7 5. At the same time the branch 72 is connected with the negativecommon 34 through the contacts 71 and 69, and the wire and this completes the re verse indicating circuit from the negative common through the wire 70, contacts 69 and 71, branch 72, reverse indicating wire 61, contacts 47 and 45, wire 59, the indicator valve 19, to the positive common, and causes said indicator motor valve to open and to admit fluid pressure in the cylinder 21,raising the piston 22, and forcing the roller 24 into and along the slot 28, thus moving the lever 25 to its full operation position 4. This position continues the connections just described with the reverse indicating wire 61, but opens the circuit in the reverse operating wire at the points 39 and 42, and at 53 and 54, and exhausts the left hand end of the cylinder 9 and breaks the contacts 86, 88 in the reverse indicating circuit. This connects the normal operating wire with the negative common through the contacts 40, 43 and wire 55, since the normal operating valve 13 (and so also the reverse operating valve 12) is connected at the switch with the negative common; the normal indicating wire is open at the station at the contact 46, and at the switch is connected with the ground through the contacts 71, 75, and through the indicating magnet 19 is connected through the positive common with Thus the terminals of the indicator 19 are both connected to the posi tive pole and both terminals of the motor 13 are'connected to the negative pole. \Vhen the p ts take th po ti n 4" and t e c nnections just described are made and broken, the magnet 19 is deenergized and air is exhausted from the cylinder 21, so that the lever is free to be moved to another position. So long, however, as pressure remains in the cylinder 21, the lever cannot be moved from i (and the same is true with respect to the position at 1), because the angle of the slot 27 (and the same is true with respect to the slot 28) is such that it requires very great force on the handle of the lever to move the piston 23 ot' the cylindei"21 down against air pressure in said cylinder. It will also be noted in this connection that, until the circuit is broken at the contacts 80, 8S, pressure remains in the cylinder 21, and that contacts 80, 88, are not broken until air is exhausted from the switch cylinder 0. As soon as the stroke of the lever 25 is com pleted, current stops flowing through the reverse motor valve 12, exhausts the left hand end of the cylinder 9, breaks the circuit in the branch T2 and deenergizes the indicator motor valve 10, and the said "alve opens and exhausts the indication cylinder 21. In the positions 1" and 1" of the lever and its connected parts, the reverse and the normal operating circuits, respectively, need protection against crosses by wires carrying current because the parts, while in position 1", are in readiness to be set to produce a re verse movement of the switch, and any possibility of such a reverse movement must be prevented till the lever moves from said position 1; and the parts, while in the position 1" are in readiness to be set to produce a normal movement of the switch and any accidental movement must be prevented. In the positions 3 and 2" the parts are in readiness to receive a reverse or a normal indication and the ett'ects of crosses on the indicator circuits must be prevented in order to avoid false indications.

In the various positions of the motor controller of the switch, the effects of crosses are avoided as follows :-In position 1" of the parts, a cross on the reverse indicating wire can have no effect because its connection with the indicating magnet 19 is broken at the station at the points 17, 41:5; a cross on the normal indicating wire can have no effect because actuation of the indicator cannot move any parts since all said parts are in normal positions; a cross on the normal operating wire or upon the common operating wire 58. will have no effect because operation of the normal operating magnet 13 would tend only to hold the piston S in its position: a cross on the reverse operating wire can have no effect because it is connected with the negative common through the wire 57 at the switch, and is also connected with the negative common through the contacts 37, 41 and wire 55, and the reverse operating wire, in this position of the parts, is the wire needing most certain protection. hen the parts are in the position 3 and before the motion plate 6 has made its full movement, a cross on the reverse indicating wire will produce no effect because it is connected with the positive common at the station, and with the ground which is positive, at the switch; when thebridge connects the points 00. 71, a current is desired and a cross will only enhance the normal action of the currents in the apparatus; and a cross on the normal indicating wire will have no effect because the circuit is broken at the points 16, In the position 41 after the motion plate 6 has made its full movement a cross on the normal indicating wire will produce no effect, because the circuit to the indicator magnet is broken at the station at 4:5, e6. In the position 3 a cross on the normal operating wire will have no effect because its circuit is broken at the points 238 and e12, if this cross should carry i'iegative current; it the cross should carry positive current it would actuate the normal operating valve 13 and would introduce pressure in the right hand end of the cylinder and hold the motor and switch from movement, pressure being still in left hand end a cross on the reverse operating wire would have no effect but would only tend to hold the motor and motion plate in the position which they have already taken. In the position t we. have the same conditions exactly reversed as in the posit-ion 1, and in the position 2" we have the same conditions as in the position 3 but exactly reversed. The positions 1 and 4 exist after the switch motor con troller has effected a complete ope 'ation of the switch motor, and is in a position adapted to be set to the position 3" or 2 to effect the nextoperation of the motor. The positions 1 and 4 are the positions of the switch controller, which through the interlocking board as usual, allow the signal to be moved.

A signal mechanism is also shown in Fig. 1. The semaphore blade 101 is a railway t1attic-controlling device and is operated by a. motor, as through a rod 102 connected to the piston of a cylinder 103. A conduit 10 1. connecting the cylinder with the supply 10, has in it a motor valve 105 of the same kind hereinafter described, which controls the inlet of fluid pressure to the cylinder. hen the valve 105 electrically energized, fluid pressure is let into the cylinder 103, the rod 102 rises and the semaphore blade 101 is set to safety. and when the valve is de'e'nergized the cylinder is exhausted and the counterweighted blade goes to its danger position. The rod 102 or some other moving part, such as the semaphore blade, is adapted to operate a switch consisting of four contact points arranged in pairs, 106, and 107, and 108 and 109, together with two bridges 110 and 111. This switch may be operated by two stops on the rod 102 actuating, near the ends of the path of the semaphore blade, a frame carrying said bridges. Then the semaphore blade is in one position, the bridge 110 connects the contact points 106 and 107, and the connection between the points 108 and 109 is broken; and when the bridge 111 connects the points 108 and 109, the bridge 110 moves off its contact points 106 and 107. The contact point 107 is connected to the negative common by the wire 112; the contact point 109 is connected with the ground. The contact points 106 and 108 are both connected to the signal indicating wire 113. A wire llt connects the negative common with the operating wire 115 through the magnet 105. hese are the arrangements at the semaphore. At the station, is an operating lever 116 having a slot and a tappet bar arranged and connected exactly as in the case of the switch lever 25, except that the signal lever has a horizontal slot 117 provided with a single connecting diagonal slot 118, at the juncture of which two slots, at the left hand end of the slot 117, is a stop face; in this slot runs a roller 119 connected to the piston 120 of the indicating cylinder 121, which is cont-rolled as to supply and exhaust by a motor valve 123, and is connected to the supply 16, by a conduit 122. The lever 116 is connected to contact shifting mechanism as follows :A bridge 123 is adapted'to make three contacts between a series of contact points arranged in pairs as follows: 124: and 126, 125 and 127, 128 and 129, and in the order stated; A second bridge 130, adapted to slip on a rod connected to the lever 116, but between stops like 51 and 52 of the switch mechanism, is adapted to make and break a contact between cont-act points 131 and 132 in theindicating circuit. The contact points 129 and 131 are both connected to the positive common by a wire 133. The contact point 126 is connected with a wire 13 1, that forms part of the operating circuit and runs to the negative common. The contact 127 is connected with the indicating wire 113. The contacts 125 and 132 are both connected to a branch circuit 135 running through the indicating motor valve 123. The contacts 124; and 128 are both connected to the operating wire 115. The three positions of the lever 116 and the corresponding positions of the bridge 123, are shown by the dotted lines as follows: 1 is the normal position of all the parts in which the semaphore blade is at danger and the cylinders 103 and 121 are exhausted, the operating wire is connected at both ends with the negative common, and the indicating circuit through the valve 123 is broken at two points at the station. Position 3 is the operating position which sets the parts so that the air pressure is introduced into the cylinder 103, and the semaphore is set to safety. Position 2 is what may be called the normal operating position, in which the cylinder 103 is exhausted and the semaphore blade, in the form of signal mechanism herein shown and described, is returned to the danger position by gravity as usual. The operation of the mechanism is as follows :-The lever 116 is pulled until the'roller 119 is forced down in the slot 117, and the right hand end of the said slot strikes the roller bringing the parts to rest in the operating position 3. This connects the contact points 128 and 129 and 131 and 132; the current from the battery flows from the positive common through the wire 133, contacts 129, 128, operating wire 115, signal motor valve 105 and wire 114, to negative common. This opens the valve, introduces fluid pressure into the cylinder 103, sets the semaphore blade at safety, which, at the end of its movement to safety, breaks the indicating connection to the negative common through the contact points 106 and 107 and makes a connection between the indicating wire 113 and the ground, through the contacts 109 and 108. No indication is pro vided for the setting of the signal to safety, for a well known reason. WV hen it is desired to return the signal to danger, the lever 116 is shifted to the right until the stop face at the left hand end of slot 117 abuts against the roller 119 and brings the lever to rest in the position 2. This position of the lever breaks the operating circuit through 128, 129, and makes a connection between the contacts 125 and 127, but does not break the connection already made between the contacts 131 and 132. This position of the parts cuts off the operating wire 115 from any current and denergizes the motor valve 105, whereby the cylinder 103 is exhausted; and connects both terminals of the indicator magnet 123 to the positive p ole of the battery, from the ground 35 to the ground at the signal through the wire 133, contacts 131, 132, wire 135, contacts 125, 127, wire 113, and contacts 108, 109. The semaphore blade then moves toward danger, and makes the connection between the con tact points 106 and 107 and breaks the connection bet-ween the contact points 108 and 109 as soon as the blade is close to its danger position. A circuit is now made from the negative common through the wire 112, contacts 107, 106, indicating wire 113, contacts 127, 125, wire 135, indicator motor valve 123, contacts 132, 131, and wire 133, to the positive common, thus energizing the motor valve 123, admit-ting fluid pressure to the indication cylinder 131, raising the roller 119 into and along the diago' nal slot 118, whereby the lever 116 is returned to its normal position 1" of rest. This movement of the lever opens the circuit 135 to the motor valve 123 by breaking both the contacts 125 and 127 and the contacts 131 and 132, deenergizing the motor valve and exhausting the cylinder 121. In the position 1 the parts are in readiness to be set to produce a movement of the signal to safety and in the position 2 they are in readiness to receive an indication and an indicator movement. In position 1 the operating circuit must be protected from crosses in order to prevent a false movementof the signal and in position 2 the indicating circuit must be protected in order to avoid a false indication.

In the three positions of the signal controlling mechanism the effects of crosses are avoided as follows: In the position 1, a cross on the indicating wire 113 can have no effect upon the indicator magnet 123, because the circuit through the magnet is broken at the points 127, 125, and 131, 132; a cross on the common operating wire 134 or upon the operating wire 115 can have no effectbecause both terminals of each of said wires and of the motor mechanism are connected with the negative common. In the position 2, before the semaphore has started or has returned to the danger position, a cross on the indicating wire 113 can have no eifect, because both terminals of the indicator magnet 123 will be connected with the ground through the positive common line at and through the contacts 108 and 109; and a cross on the operating wire 115 will have an effect only to hold the semaphore at safety. In the position 3, across on the operating wire 115 will merely enhance the action of the signal magnet- 105, and will tend without harm to operate the signal. or to hold it in the safety position; a cross on the indicating wire 113 will have no effect upon the indicator magnet 123 because the circuit out from the station is broken at the station at 125 and 127.

A suitable motor valve for use in this appa 'atus is shown in Fig. 2. It consists of an electrolnagnet 90, inclosed in a casing and having the terminals 92, 93. Within the casing and beneath the electromagnet 90, is the armature 94; a stem 95 passes upward through the axis of the magnet or spool and operates a double valve composed of the two cones and 96, connected with their apices toward. each other by a connecting piece 97; each valve has a seat. An inlet port 98 leads to a chamber above to the valve 96; and when said valve is raised the valve 97 closes against its seat and the fluid pressure may pass the valve 99 and to the motor cylinder or the indicator cylinder as the case may be. This occurs when the magnet is energized and the armature 94 is lifted. lVhen the magnet 90 is denergized, t-he armature 94 falls, the valve 96 closes cutting off the inlet, and the valve 95 opens, whereby the outlet 99 is connected with the exhaust channel 100 and the indicator cylinder 21 or an end of the switch cylinder 9 is exhausted through the valve.

In Fig. 3 is shown a semaphore operated by electrical power. An electrical motor 136 is connected with the operating wires 114 and 115, as in the form hereinbefore de scribed. l'Vhenever current passes in the circuit of which said wires are a part the motor 136 is operated and the semaphore blade 101 is set to the safety position. The contact making devices, indicating wire and ground connections are the same in this modification as in the form described hereinbefore. This device provides for the highest safety in the operation of the mechanism. I11 the safety positions the line wires are con nected through the indicator or motor so as to make complete circuits to a single pole of the battery and the battery is cut out. The source of electrical energy at the station or at some point where it is under constant inspection; and is not at the distant switch or signal where a failure would cause long delay for repairs. If a cross occurs on any wire, no circuit not containing said wire is alfected by this cross; and in case of a cross, the line on which it occurs is instantly detected at the station. The independent circuits for performing the different opera tions, including the double shift of the indicating connections at the station, together with the safety circuits, accomplish these results. In case of several switches, signals or other railway traffic-controlling devices operated from the same supply lines, the breaking down of one of these devices or a cross in the circuits of any one of these devices, has no effect upon the other devices. Furthermore, the several changes of circuits from normal to safety, or vice versa, occur each time the apparatus is used and in a regular cycle. Consequently, all contacts and connections are constantly made and broken so that the contacts, being in constant use, are kept bright and in condition for operation, and there is no movable part in any of the safety circuits which remains disused for any considerable length of time and therefore is apt to stick or fail to produce an effect when a cross occurs.

It is obvious that the switch may be op erated by any suitable means as by ordinary mechanical interlocking mechanisms or by pneumatic mechanisms such as are shown in 1 the Patents Nos. 647,482 and 647,483, which 96 and from the inlet 98 to the outlet port 1 cover devices of the type described herein and in connection with which the safety circuits may be applied to the indicating mechanism. In this electric apparatus, the controller at the tower is an electric switch, and the lever or 116 is .a device for operating said switch; the mechanical indicator device consists of the cylinder 21 or 121, the piston 22 or 120, the piston rod, the pin or stop 24 or 119, the slot 26 or 117 in the lever or 116, having the stop faces at one or both ends, and thus constituting lugs or shoulders to engage the pin or stop; the electro-pneumat-ic valve 19 or 123 is a single electric unit, and operates the said mechanical device; this electrically con trolled locking device is automatic by reason of the action of the controller or switch at the signal or rail switch. This locking device locks the operating device for the controller or electric switch against a complete return, in one direction, in the case of the signal, and in either direction in the case of the rail switch, after the said electrical switch has been moved to complete or energize the electromotive or operating circuit, and until the indicator circuit is made by the complete movement of the motion plate or device to be moved; at that time the indicator acts and the switch operating device released by the pin moving from behind the stop or shoulder, and along the diagonal slots 118, or 27 and 28, as the case may be, the operating device and switch are moved to their full extent, and said operating device and switch when moved to their full extent necessarily accompany the release of the pin or stop from the shoulder, and free the operating device.

lVhat I claim is 1. The combination of a traffic-controlling device, a fluid-pressure motor connected therewith for actuating the same, motor controlling mechanism for governing the admission of motive fluid to the motor, and means controlled by the fluid pressure in the motor for locking the motor controllingmechanism against a second operation until the fluid admitted at a previous operation has exhausted from the motor.

2. The combination of a traffic-controlling device, a fluid-pressure motor for actuating the trafiic-controlling device in opposite direct-ions, said motor comprising a piston and a double-acting cylinder, motor controlling mechanism operable in opposite directions to govern the admission of motor-fluid to opposite ends, respectively, of the motor cylinder, and means controlled by the fluid pressure in the cylinder for locking the motor controlling mechanism against move ment in one direction until the fluid admitted to the cylinder at the previous movement of the motor controlling mechanism in the other direction has exhausted from the motor,

3. The combination of a traflic-controlling device, a fluid-pressure motor connected with said device for actuating the same, motor controlling mechanism for governing the admission of motive-fluid to the motor, a circuitcontroller operated by fluid pressure in the motor, and-an electromagnetic device controlled by said circuit-controller and operating to lock the motor controlling mechanism against a second operation until the fluid admitted at a previous operation has exhausted from the motor.

FRANK L. noneson \Vitriesses D. GURNEE, I, BUTLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

